Aermacchi MB-326

The Aermacchi or Macchi MB-326 is a light military jet trainer designed and produced by the Italian aircraft manufacturer Aermacchi. It is one of the most commercially successful aircraft of its type, being bought by more than 10 countries and produced under licence in Australia, Brazil and South Africa.

The MB-326 was developed during a period when "all-through" jet training was considered by many air forces to be the most cost-effective model for training of military pilots. Accordingly, Aermacchi designed it as a single type of aircraft that could readily perform both elementary and advanced training right through to a near combat-ready standard. After it was proposed during the 1950s, the Italian Air Force (AMI) quickly became interested in the MB-326, and an initial contract to produce three prototypes was issued following a competition. Several design refinements were made prior to the AMI, giving its official approval of the project during 1956. On 10 December 1957, the first prototype performed its maiden flight. On 15 December 1958, the Italian government ordered 15 pre-series aircraft; further orders soon followed.

During February 1962, the MB-326 formally entered service with the AMI. Operational experience with the type demonstrated that the advantages of operating just one type for all training purposes, being simplicity and economy of scale, were usually outweighed by the disadvantages, namely the higher purchase and operating costs of a large all-jet training fleet. Many operators therefore soon switched to operating the MB-326 in conjunction with a cheaper piston-engined type for basic training purposes. Over time, the MB-326 found its primary role as a lead-in trainer to prepare pilots for transition to very high performance fighter aircraft. It set many category records, including an altitude record of 56,807 ft (17,315 m) on 18 March 1966. While the majority of operators were military, some civil organisations also flew the type; Italy's national flag carrier Alitalia conducted pilot training using a handful of MB-326s.

In excess of 800 MB-326s were built between 1961 and 1975. Brazil was the biggest export customer for the MB-326, which included its produced under license by Embraer. Licensed production of the type was also performed by Atlas Aircraft Corporation of South Africa. While the MB-326 had been originally conceived as a two-seat trainer, multiple single and two-seat light attack versions were also developed. Armed MB-326 saw combat, the South African Defence Force opting to employ the type during the South African Border War against the People's Armed Forces for the Liberation of Angola (FAPLA) and Cuban expeditionary troops in Angola between 1975 and 1989.

Development

Origins

During the 1950s, a number of countries began to operate compact jet-powered trainer aircraft that possessed similar performance to frontline operational aircraft, often having been produced as two-seat adaptions of these aircraft. Recognising the potential to better fulfil this role, several different companies independently chose to commence the development of purpose-built aircraft to serve as trainers; these included the French Fouga Magister, the American Cessna T-37 Tweet, the British Jet Provost, and the Czechoslovak Aero L-29. In the aftermath of the devastating Second World War, Italy spent a number of years recuperating and reestablishing its economy; as such, the nation found itself unable to prioritise the necessary financing for the independent development of high-end combat aircraft that would be competitive with the upcoming generation of supersonic interceptors or bombers; accordingly, Italian aviation company Aermacchi elected to instead focus its resources and development efforts upon the production of a line of light fighters and trainer aircraft.

What would become the MB-326 had its origins in a private venture project by Macchi; it was developed by a team headed by Italian aeronautical engineer Ermanno Bazzocchi, the company's technical director and chief engineer.

Interest in the proposed MB-326 led to the award of the development contract for three prototypes. This prototype, designated as I-MAKI, was first publicly demonstrated over France. During its flight test programme, the MB-326 prototypes demonstrated highly favourable flight characteristics of the design; however, several of the modifications made had negatively affected the overall weight of the aircraft; allegedly, at one stage, the excess weight was 400 kg (880 lb) greater than that given in the initial estimates. The original Viper 8 engine was capable of producing 7.8 kN (1,750 lbf) of thrust; It did feature some differences from the earlier aircraft; chiefly, it was powered by a newer model of the Viper engine, the Viper 11, which had been rated to produce 11.1 kN thrust (1,134 kgf, 2,500 lbf). The Viper 11 would be the same standard of engine used on subsequent production standard aircraft. Air was provided to the engine via a pair of low-profile intakes set into the wing roots. The Viper was produced under licence by Italian aviation company Piaggio following an agreement established with its original manufacturer, the British engine firm Bristol Siddeley, during 1959.

In a structural perspective, the MB-326 was relatively straightforward.

The MB-326 was outfitted with a tandem cockpit configuration, this arrangement had been chosen to result in a slimmer and more aerodynamically efficient fuselage in comparison to the more usual side-by-side arrangement. It was covered by a bubble canopy for excellent external visibility; it featured a windscreen anti-icing system powered by the engine compressor using bleed air. The onboard systems were typically pre-manufactured units which were easy both to access and to remove; several elements were also intentionally interchangeable.

As a trainer, the MB-326 was considerably costlier but was met with enthusiasm amongst students; additionally, when used in combination with the Fiat G.91T advanced trainer, it enabled the enactment of an "entirely-jet" training course for AMI pilots, and moreover these were domestically designed and produced aircraft. According to aerospace publication Flight International, during the early 1960s, the AMI's flight training programme was heavily influenced by the impending entry into service of the Lockheed F-104G Starfighter. however, this variant only appeared as a mock-up.

Australia

thumb|right|A7-043 (MB-326H) at the [[RAAF Base Wagga in Australia.]]

The Royal Australian Air Force (RAAF) used the MB-326H as a jet trainer. A total of 97 were ordered: 12 were delivered by Macchi, 18 assembled from kits in Australia, and another 67 were built by the Commonwealth Aircraft Corporation and Hawker Aircraft with the designation CA-30. They were essentially similar to the MB-326G but with improved avionics. The RAAF's aerobatic team, The Roulettes, flew the MB-326H from December 1970 until 1989. RAAF pilot training until 1975 consisted of 60 hours pre-selection on CAC Winjeels (from 1975 onwards the PAC CT/4 Airtrainer), 150 hours medium training and another 75 hours advanced training on MB-326H. Pilots selected for combat aircraft then progressed to the Mirage IIIOD.

Although well-suited to its task and widely liked for its excellent handling, the service career of the MB-326 was cut short because of structural fatigue problems. The Australian fleet, for example, had a life-of-type extension program in the 1980s, and were then re-winged in the early 1990s after a fatigue-related crash. Even so, the MB-326 was supplemented by new Pilatus PC-9 trainers to reduce the flying hours being accumulated by the MB-326. The last examples of the MB-326 were withdrawn by 2001 and replaced by the Hawk 127.

Brazil

thumb|right|Brazilian MB-326.

Brazil was the main customer for the MB-326, in 1970 ordering two prototypes and 166 MB-326GCs, called the AT-26 Xavante. It was produced under license by Embraer with a further six for Togo and 10 for Paraguay.

The aircraft was important also for two developments: from the MB.326K the MB.326L was produced, this was the direct ancestor of the Aermacchi MB.339. With license-building in Brazil, the MB.326 opened the field to further collaborations, leading to the AMX. Neither the MB.339 nor the AMX were as successful as the MB.326, but this machine was capable of further steps in technology and commerce.

South Africa

South Africa obtained a license to produce the MB-326M (similar to the 'G' model), as the Impala Mk I in 1964 with production starting in 1966. It received 40 Italian-built aircraft followed by about 125 built locally by the Atlas Aircraft Corporation, using them both as trainers and in an armed configuration. Seven examples of the MB-326K were also bought as light attack aircraft, with a further 15 assembled from kits, while around 78 were license-produced and known as the Impala Mk II.

The aircraft had many advantages over expensive supersonic jets. Although slower, it could operate from relatively primitive airfields and strike swiftly. The South African Air Force (SAAF) used up to 6 x 120 kg or 4 x 250 kg bombs. The main armament consisted of 68 mm SNEB rocket-launchers (four x 6 or two x 18), and two 30 mm autocannon (with 300 rounds). These cannons were the real bonus for the Impala Mk II, helping to give a superior performance compared to earlier two-seat versions. The latter could also carry a pair of 30 mm DEFA guns in under-wing pods. However, dual capability as trainer-attackers was better appreciated, as was the availability of six hard points and so dual-seat versions were far more common. Six squadrons were equipped with the Impala Mk II in the SAAF during the 1970s and 1980s. Prior to Operation Moduler, most Impalas were withdrawn from their operating bases in South-West Africa, leaving the work to Mirage IIIs and Blackburn Buccaneers.

Impala Mk IIs were also opportunistically used as interceptors. In several encounters in 1985 with Mi-8 and Mi-24 helicopters, they shot down a total of six. This happened during a crucial phase of the ground war, when Angolan and Cuban troops were checked in an offensive against UNITA bases. This ended in disaster for the Angolan/Cuban alliance when their supplies were cut off by UNITA and the SAAF and front line troops ran out of ammunition. Helicopters were being used to supply the besieged troops and the SAAF cut off this link. Two Mi-24s were shot down in the first encounter while escorting Mi-17s. The MiG-21s that escorted them flew too high to react in time. Two days later the Impala Mk IIs struck again, downing two Mi-24s and two Mi-17s. Attacks on unsuspecting helicopters were carried out with only two guns per aircraft. The single seat Impala Mk IIs were also sometimes armed with Matra R550 Magic air-to-air missiles for self-defence. After the end of the war, 11 EMB-326GBs were received from Brazil to replace losses and restore 1 Escuadrilla de Ataques strength.

Other operators

In stark contrast to the competing Fiat G.91, which was often considered to be not very convincing as a light fighter, the MB-326 was quick to achieve several export successes in this capacity. The type had ultimately failed to impress other NATO nations, who only sparsely adopted it into their air forces. However, the MB-326 did achieve a visible measure of success amongst many Third World countries, leading to the MB-326 seeing considerable use as a front-line combat aircraft in a number of regional conflicts.

Eight MB-326Bs were ordered by Tunisia in 1965. These were developed from basic MB-326s with a weapons capability, with the 37th series AMI aircraft being converted (it had civilian markings I-MAKC). The main innovation was its ground attack capability, with six underwing pylons, holding a maximum of 907 kg of stores. In the same year, Ghana ordered nine similar MB-326Fs.

Other MB-326Gs used the Viper Mk 20 engine which provided 1,524 kg of thrust, and were consequently faster and had an increased payload of 1,814 kg max. Argentina ordered eight, initially as the MB-326K, later called the MB-326GB.

Another 17 MB-326GCs were built in Italy for Zaire (Force Arienne Zairoise) and 23 for the Zambian Air Force.

The MB-326K (originally known as the MB-336) was the last generation model, fitted with the Viper Mk 600 engine, capable of 1,814 kg thrust to give an even better performance. The first flight took place on 22 August 1970. The two prototypes were I-AMKK and I-KMAK, the MB-326G was converted to this new model.

Dubai bought three in 1974, and a further three in 1978 (MB-326KD), Tunisia eight (MB-326KT), Ghana nine (MB-326KB) and Zaire eight (MB-326KB).

The MB-326L was essentially the MB-326K with two seats. Two MB-326LD were supplied to Dubai and four MB-326LD to Tunisia.

The measures to save costs led the MB-326 to be frequently substituted for by propeller-driven models, however, the Macchi was often flexible enough to act as a medium trainer and light attack aircraft.

Variants

thumb|right|MB-326A ITI A.Malignani Udine, Italy (Technical-Aeronautical School)

thumb|right|A7-040 (MB-326H) during a flypast of [[HMAS Melbourne (R21)|HMAS Melbourne off Fremantle in 1980]]

thumb|right|MB-326H

MB-326: Two prototypes and 125 production training aircraft for the Italian Air Force.
MB-326A: Proposed armed version for weapons training, not built.
MB-326B: Eight two-seat jet trainer, light attack aircraft for Tunisia.
MB-326D: Four two-seat unarmed jet trainers for Alitalia.
MB-326E: Six two-seat armed jet trainers for the Italian Air Force.
MB-326F: Nine two-seat jet trainer, light attack aircraft for Ghana.
MB-326G: Two two-seat jet trainer, ground-attack aircraft.
MB-326GB: Two-seat jet trainer, ground-attack aircraft. Eight were sold to the Argentine Navy. 17 aircraft were exported to Zaire, and another 23 aircraft to Zambia.
MB-326GC: Two-seat jet trainer, ground-attack aircraft for the Brazilian Air Force. 167 aircraft built under license in Brazil as the Embraer EMB-326 for the Brazilian Air Force. Eleven of them were transferred to the Argentine Navy after the Falklands War. Six aircraft were exported to Togo, and another ten to Paraguay. Total production, 182.
AT-26 Xavante: Brazilian Air Force designation of the MB-326GC.
RT-26 Xavante: Some AT-26 Xavantes were converted into reconnaissance aircraft.
MB-326H: 87 two-seat jet trainers built for the Royal Australian Air Force, and 10 for the Royal Australian Navy. Twelve Italian-built aircraft and 85 built under license in Australia by the Commonwealth Aircraft Corporation with the designation "CA-30".
MB-326K: Single-seat ground-attack aircraft for the South African Air Force. Built under license in South Africa by the Atlas Aircraft Corporation.
Impala Mk II: South African Air Force designation of the MB-326K.
MB-326KB: Single-seat ground-attack aircraft for Zaire. (Six built).
MB-326KD: Single-seat ground-attack aircraft for Dubai. (Three built).
MB-326KG: Single-seat ground-attack aircraft for Ghana. (Four built).
MB-326KT: Single-seat ground-attack aircraft for Tunisia. (Seven built).
MB-326L: Two-seat advanced jet trainer aircraft.
MB-326LD: Two-seat advanced jet training aircraft for Dubai. (Two built).
MB-326LT: Two-seat advanced jet training aircraft for Tunisia. Four built.
MB-326M: Two-seat jet trainer, ground-attack aircraft for the South African Air Force. Built under license in South Africa by the Atlas Aircraft Corporation.
Impala Mk I: South African Air Force designation of the MB-326M.
MB-326RM: Five Italian Air Force MB-326s were converted into ECM aircraft.

Operators

thumb|upright=1.5|Map of Aermacchi MB-326 world operators

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Argentine Navy – The Argentine Naval Aviation received 8 MB-326GB plus 11 MB-326GC ex-Brazilian Air Force

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Royal Australian Air Force operated 87 MB-326Hs from 1967 to 2001. As of 2014 some fuselages are still in use at RAAF Base Wagga as training aids.
No. 25 Squadron RAAF
No. 76 Squadron RAAF
No. 77 Squadron RAAF
No. 79 Squadron RAAF
No. 2 Flying Training School RAAF
No. 2 Operational Conversion Unit RAAF
No. 5 Operational Training Unit RAAF
Central Flying School RAAF
Roulettes
Telstars
Aircraft Research and Development Unit
RAAF School of Technical Training (still in use as training aids)
Fleet Air Arm (RAN) operated 10 MB-326Hs from 1970 to 1983.
No. 724 Squadron RAN

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Brazilian Air Force received 182 MB-326GCs (known as the AT-26 Xavante) and 12 Atlas Impala ex-South African Air Force. The last examples were retired on 2 December 2010.

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thumb|right|Cameroon Air Force MB326 Impala II

Cameroon Air Force: Six ex-SAAF Impala Mk I and IIs

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Air Force of the Democratic Republic of the Congo

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Dubai Defence Force Air Wing – 6 MB 326KD, 3 MB 326LD passed on to the United Arab Emirates Air Force in 1999.

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thumb|right|Ghana Air Force MB326

Ghana Air Force received 15 MB.326s.

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Alitalia operated 4 MB-326D as trainer
Italian Air Force operated 135 MB-326 and two MB-326G for evaluation test
5 Squadron SAAF
6 Squadron SAAF
7 Squadron SAAF
8 Squadron SAAF
24 Squadron SAAF
40 Squadron SAAF
85 Combat Flying School
Silver Falcons

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Togolese Air Force received six MB-326GCs.

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Tunisian Air Force received 16 MB-326s.

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United Arab Emirates Air Force inherited six aircraft from the Dubai Defence Force Air Wing.

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National Test Pilot School

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Zaire Air Force received 25 MB-326GBs.

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Zambian Air Force received 23 MB-326GB. Retired by end of 2025.

Accidents and losses

Aircraft on display

;Argentina

thumb|right|Argentine Navy MB-326 preserved at [[Río Grande, Tierra del Fuego.]]

0647 – MB-326GB on static display at Río Grande, Tierra del Fuego.

;Australia

thumb|right|A7-001 on display at the [[RAAF Museum.]]

A7-001 – MB-326H on static display at the RAAF Museum in Point Cook, Victoria.
A7-014 – MB-326H on static display at the Gippsland Armed Forces Museum in Sale, Victoria.
A7-015 – MB-326H on static display at the Gippsland Armed Forces Museum in Sale, Victoria.
A7-027 – MB-326H on static display at RAAF Base Pearce in Bullsbrook, Western Australia.
A7-030 – MB-326H in storage at the Historical Aircraft Restoration Society in Albion Park Rail, New South Wales.
A7-057 – MB-326H on static display at the Merredin Military Museum in Merredin, Western Australia.
A7-062 – MB-326H on static display at Fighter World at RAAF Base Williamtown, Williamtown, New South Wales.
A7-066 – MB-326H on static display at the Aviation Heritage Museum in Bull Creek, Western Australia. It is painted as A7-025.
A7-067 – MB-326H forward fuselage on static display at Fighter World at RAAF Base Williamtown, New South Wales.
A7-097 – MB-326H at the RAAF Museum in Point Cook, Victoria.

;Austria

472 – MB-326M on display at the Österreichisches Luftfahrtmuseum Graz-Thalerhof in Graz, Styria.

;Brazil

FAB-4480, an AT-26 Xavante (Brazilian version of Aermacchi MB-326, built by Embraer) on static display in the public entrance of the Barreira do Inferno Launch Center in Parnamirim, Rio Grande do Norte.
FAB-4488, an AT-26 Xavante on static display in the military area of the Gov. Carlos Wilson Airport in Fernando de Noronha, Pernambuco.
FAB-4566, an AT-26 Xavante in storage at the TAM Museum in São Carlos, São Paulo.
FAB-4632, an AT-26 Xavante on static display by the artificial lake in São José do Rio Preto, São Paulo.
MM54266 – MB-326D on static display at the Istituto Tecnico Industriale Aeronautico in Udine, Friuli-Venezia Giulia.

;South Africa

494 – MB-326M on static display at Impala Primary School in Kempton Park, Gauteng.
MB-326 on static display at Port Elizabeth Airport in Port Elizabeth, Eastern Cape.
531 – MB-326M on static display at Air Force Base Ysterplaat in Cape Town, Western Cape.
532 – MB-326M on static display at the South African Air Force Museum in Centurion, Gauteng.
589 – MB-326M on static display at the South African Air Force Museum in Centurion, Gauteng.
1000 – MB-326K on static display at the South African Air Force Museum in Centurion, Gauteng.
1045 – MB-326K on static display at the South African National Museum of Military History in Johannesburg, Gauteng.
1065 – MB-326K on static display at the South African Air Force Museum in Centurion, Gauteng.

;Ghana

thumb|right|Ghana Air Force Aermacchi MB-326 at the Ghana Armed Forces (GAF) Museum in Kumasi, Ashanti Region, Ghana..

Armed Forces Museum in Kumasi, Ashanti.

;United States

474 – MB-326M on static display at the Estrella Warbirds Museum in Paso Robles, California.

Specifications (MB-326G)

thumb|upright=1.2|Orthographic projection of the Aermacchi MB-326

References

Citations

Bibliography

War Machines Encyclopaedia (Italian edition printed by De Agostini). London: Aerospace Publishing, 1985, pp. 2117–19.

External links

Specs & Photo at Flugzeuginfo.net
Serial number history of Australian CAC/MB-326 aircraft
Warbird Alley: MB-326 page